^. 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


1.0 


I.I 


lAilM    |2.5 


^:'--^^'-:  •:■     1 

1:25  j|U   ,,.6 

*• 

6"     

^ 

Photographic 

Sciences 

Corporation 


23  WIST  MMN  STREET 

Wlf^T«R,H.Y.  14580 

(/<to)  •72-4503 


CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreprcductions  /  Institut  Canadian  de  microreproductions  historiques 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  rbtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


D 


D 


P 


D 
D 


D 


D 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


Couverture  endommagie 


Covers  restored  and/or  laminated/ 
Couverture  restaur6e  et/ou  peiiicui^e 


I      I    Cover  title  missing/ 


Le  titre  de  couverture  manque 


I      I    Coloured  maps/ 


Cartes  gdographiques  en  couleur 

Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bieue  ou  noire) 


I      I    Coloured  plates  and/or  illustrations/ 


Planches  et/ou  illustrations  en  couleur 

Bound  with  other  material/ 
Ra\\6  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  re  liure  serr6e  peut  causer  de  I'ombre  ou  de  la 
distortion  ie  long  de  la  marge  int^rieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajoutdes 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6X6  film^es. 

Additional  comments:/ 
Commentaires  suppidmentaires: 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  6X6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-Atre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite.  ou  qui  peuvent  exiger  une 
modification  dans  la  mAthode  normale  de  filmage 
sont  indiqute  ci-dessous. 


□   Coloured  pages/ 
Pages  de  couleur 

□    Pages  damaged/ 
Pages  endommagies 

□    Pages  restored  and/or  laminated/ 
Pages  restauries  et/ou  peilicul^es 

B    Pages  discoloured,  stained  or  foxed/ 
Pages  d6color6es,  tachetdes  ou  piqu( 


D 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  film6  au  taux  de  reduction  indiquA  ci-dessous. 


piquies 


□    Pages  detached/ 
Pages  ddtachdes 

0Showthrough/ 
Transparence 


Transparence 

Quality  of  print  varies/ 
Qualiti  in6gale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  materiel  supplimentaire 

Only  edition  available/ 
Seule  Edition  disponible 


Pnges  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc..  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6x6  filmies  6  nouveau  de  fapon  6 
obtenir  la  meilleure  image  possible. 


10X 

14X 

18X 

22X 

26X 

30X 

1 

y 

12X 

16X 

20X 

24X 

28X 

32X 

The  copy  filmed  hero  het  been  reproduced  thenke 
to  the  generosity  of: 

Librery  of  the  Public 
Archives  of  Canada 


L'exempleire  film*  fut  reprodult  grAce  A  la 
g*nArosit6  de: 

La  bibliothdque  des  Archi.as 
publiques  du  Canada 


The  Images  appearing  here  are  the  best  quellty 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


Les  images  sulvantes  ont  6tA  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  ia  condition  et 
de  la  netteti  de  I'exempiaire  film*,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  endir  >  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  Illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplalres  orlginaux  dont  la  couverture  en 
papier  est  imprim6e  sont  fiimAs  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernlAre  page  qui  comporte  une  empreinte 
d'impresnion  ou  d'iiiustration,  soit  par  le  second 
plat,  selon  ie  cms.  Tous  les  autres  exemplalres 
orlginaux  sont  filmte  en  commengant  par  ia 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'iiiustration  et  en  terminant  par 
la  dernlAre  page  qui  comporte  une  tniie 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  —^  (meaning  "CON- 
TINUED"), or  the  symbol  y  (meaning  "END"), 
whichever  applies. 


Un  des  symboles  sulvants  apparattra  aur  la 
dernlAre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbols  — ►  signifie  "A  SUIVRE",  ie 
symbols  y  signifie  "FIN". 


IMaps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  Included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hend  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
fllmis  d  des  taux  de  reduction  diff6rents. 
Lorsque  la  document  est  trop  grand  pour  Atre 
reprodult  en  un  setil  cilchA,  II  9st  film*  i  partir 
de  Tangle  supArieur  gauche,  de  gauche  d  droite. 
et  de  haut  en  bas.  en  prenant  ie  nombre 
d'images  nAcessalre.  Les  diagrammes  sulvants 
iiiustrent  la  mAthode. 


1 

2 

3 

32X 


1 

2 

3 

4 

5 

6 

^:^ 


\ir.-: 


flf^ 


AN    ESSAY 


ON  THE 


f'  .        il 


>■■ 


ENLARGE3IENT 


't 


.U    I.      '1  < 

,  ,.t  »■)    - '  .  I «   " 

!  I.J  ■(  ■  Wf  j   '  '         t  - 


OF   Tl  fi 


ERIE   CANAL, 


!    T-    il 


WITH  ARGUxMENTS  IN  FAVOR  OF  RETAINING  THE  PRESENT 

PROPOSED  SIZE  OF  SEVENTY  FEET  BY  SEVEN ;  AND 

FOR   ITS   ENTIRE  LENGTH    FROM   ALBANY   TO 

BUFFALO    WITHOUT    ANY     DIMINUTION. 


BY  JES^SE  HAWIiEY. 


'5  rf,ti-  \y-'f^\i- 


LOCKPORT,   N.  Y.    ' 

PRINTED   AT  THE   COURIER   OFFICE. 

1840. 


<i 


mm 


f 


PREFACE. 


M 


,> 


» 


1 


TnK  Enlargement  of  the  Eric  Canal  was.  authorized  unrlof  the  A6t  of  1 1  May*  . 
5335,  by  a  Regency  Legislature,  possessing  a  majority  of  two  to  one, — to  be  carricu 
on  bv  its  surplus  Tolls  only. 

In  tl;e  party  conflict  for  political  capital,  between  a  Whig  Ass^iably  and  a  Regency 
Senate,  the  law  of  18  April,  1839,  was  passed,  authorizing  a  loan  of  four  mimons;  , 
to  accelerate  the  progress  of  the  Enlargement. 

Notwithstanding  this  liberal  grant,  a  re-*ction--a  sort  of  .ebb-tide— sat  in  against 
the  measure,  in  which  the  politicians  of  both  schoolsj  commenced  an  opposition  to  its 
further  progress;  and  even  residents  of  the  cities  of  New  York  and  Albany,  on 
whom  the  Canal  had  conferred  its  greatest  benefits,  entered  into  public  discussions, 
in  the  newspapers,  of  both  parlies,  and  in  both  cities,  opposing  the  measure  as  being 
of  dubious  policy,  and  incurring  an  enormous  state^ebt,  and  proposed  to  reduce  its 
(iimensions,  or  limit  its  extent,—  on  which  several  motions  were  made  in  the  Legis- 
lature, then  in.session,  in  accordance-withthesc  suggestions. 

The  session  of  1839  closed  without  any  definite  Legislative  action,  either  to  . 
advance  or,  retard  the  progress  of  the  work, — leaving  those  hostile  feeUngs  to  agi- 
tate and  convulse  the  State  with  doubts,  and  threats  to  arrest  its  future  progress, — 
similar  to  the  lowering  aspect  which  over-hung  its  original  construction,  from  1818 
to  the  passage  of  the  two  million  bill,  in  Feb.  1821. 

It  was  at  this  portentous  hour  the  following  Essay  was  written, — endeavoring  io 
present  a  broad,  perspicuous,  and  familiar  view  of  ther  subject, — to  spread  it  out,  as 
on  a  Map,  and  t&  exhibit  the.,Erie  Canal,  with  its  Enlargement,  as^the  source  of  cer- 
tain prosperity  and  future  greatness  to  New  York.  It  wr.%  drawn ,ii) .the  form  of  a 
Memorial,  and  presented  to  the  House  of  Assembly,  on  27  Jan.,  1840,  by  Derick 
fcjjbley,  Esq.,  from  Monroe  County,  and  referred  to  the  Committee  on  Canals ;  and 
was,  in  part,  included  in  the  Report  from  that  Committee,  by  G.  W.Lay,  Esq.,  from 
Genesee,  on  23  March,  1840. 

The  very  able  and  masterly  Report- of  the  Canal  Board,  pf  9  April,  1840,  soon 
came  to  the  aid  cf  Mr.  Lay's  Report.    It  was  the  former  which  mamVy  influenced  the 
Legislature  to  grant  a  further  loan  of  twoimillions  for  the  Enlargement  of  the  Erie 
Canal,  by  the  act  of  24  April,  1840,  and  which  goes  so  far  to  easure  its  final  com-  .. 
pletion. 

With  regard  to  the  merits  of  the  subject,  1  humbly  acknoAvledge,  that,  with  all  my 
feeble  labor  and  study,  the  theme  is  not  lialf  exhausted  ; — that  the  finite  mind  of  man 
cannot  comprehend  the  immensity  of  the  future  commercial  and  political  benefits  to 
flow  from  the  construction  of  this  navigable  connexion — thisNew  York. Hellespont — 
between  the  American  Mediterraneans  and  the  Atlantic; — and  I  venture  to  predict, 
that  the  history  of  the  anomalous  opposition  lo  the  original  construction^  ana  subse- 
quent Enlargement  of  the  Erie  Canal,  will  be  viewed  by  posterity  as  a  Fable  of 
untiquitv. 

J.HAWLEY.. 
LQ<:kport,-4  July,  1940^;.  :,*»*' -v- 


m.:y, 


ERIE  CANAL  ENLARGEMENT. 


f  1 1  Ma/f  . 
be  carried 

a  Regency 
ir  millions;  . 

.  in  against 
iilion  lo  its  . 
Vlbany,  on 
iscussions, 
e  as  being 
)  reduce  ils 
ttie  Legis- 

,  cither  to  • 
ings  to  agi- 
progress, — 
,  from  1818 

Bavoring  to 
i  it  out,  &i 
irce  of  cer- 
form  of  a 
by  Derick 
anals;  and 
,  Esq.,  from  . 

1840,  soon  . 
luenced  the 
of  the  trie 
s  final  com- 

with  all  my 
nind  of  mar. 
benefits  to 
lellespont — 
I  to  predict, 
^  and  subse- 
I  a  Fable  of 


The  following  was  written  by  Derick  Sibley,  Ksq.,  ns  a  prcfiicc  to  the  publiodtion 
of  the  Essay,  which  appeared  in  the  Newsj)aper,  published  iij  the  city  of  New  York; 
called  the  "Empire  State,"  on  7  May,  1840: 
'*To  the  Editor  of  the  Empire  State  : 

Presuming,  from,  the  title  of  your  paper,  that  it  is  designed  to  spread  before  thc^ 
people  of  the  Empire  Stale,  information  and  facts,  in  which  ilie  whole  puoph;  li;ive  a 
direct  interest,  I  ask  the  insertisn  in  your  columns  of  the  following  lVlemori;il,  which 
was  presented  to  the  Legislature  of  this  State,  on  the  27ili  of  Jan.  last.  It  is  from- 
the  pen  of  Jesse  Hawiey,  Esq.,  now  of  Lockpoi't,  in  the  county  of  Niagara,  but  for- 
merly of  Rochester,  in  the  county  of  Mom oe.  His  friends  claim  for  him,  that  he  wos 
the  projector  of  the  overland  route  of- the  Erie  Caiial,  and  wus  the  aulltor  of  the  cele- 
brated Essays,  signed  "Hercules,"  published  in  the  OiUurio  J\lcs.'ie7iger,  in  1807'; 
Those  Essays  may  be  found  re-printed  in  the  Appendix  o(  Dr.  David  Hosack's 
Memoir  of  De  Witt  Clinton,  from  page  300  to  340,  and  they  deliiicutc  the  route  of 
the  Erie  Canal  almost  exactly  where  it  was  adopted. 

The  productions  of  his  pen  are  rich  in  facts  and  statistical  information,  and  his  UIh 
eral  and  enlarged  views  aviM  be  found  interesting  to  all  who  look  at  the  prospective 
oommerfiial  prosperity  of'  the  nation/ 

'  ' -  ".i    -.  .         ONE  OF  YOUR  READERS." 


To  the  Honorable  the-  Legislature  (f  the  Slatf  of  New  York,  in  Senate  and 
Assembly  convened,  the  MEMORIAL  of  JESS  hi  JIAWLEY,  of  Lock- 
port,  in  the  Countu  of  Niagara,  and  his  argumejtis  in  favor  of  sustaining  the. 
Enlargement  of  the  Erie  Canal,  omihe  present  proposed  size  of  seventy  by 
seven  feet,  and  for  its  entire  length  to^Lake  Erie,  loithout  any  reduction  of  iis 
dimensions: —  r.  j:     ;  ,  , 

HUMBLY  SHEWRTH  :— 

That  on  the  25th  Aprj],.1839,  Mr.  Powers  brought  into  the  Senate  a  bill, 
the  first  section  of  which  reads  as  follows,  visi.;^— "The  plan  of  the  enlarge- 
ment of  the  Erie  Canal  ishereby  so  far  modified  as  to  reduce  the  dimensions 
of  the  enlargement  ot  said  Canal  from  seven  feet  deep  and  seventy  feel  width, 
to  six  feet  deep,  and  in  general  sixty  feet  width  of  surface." 

Tiiat  the  public  mind  was  previously  ag.ilated  with  frequent  discussions  in 
our  newspapers  at  Albany  and. New:  York,  and  of  both  political  parties,  for  a 
similar  reduction  of  the  enlarged  dimensions  of  the  Erie  Canal. 

That  at  a  meeting  of  the  cilizend  of  Lockport,  held  on  27th  March,  1839, 
to  take  into  consideration  the  subject  of  the  enlargement  of  the  Erie  CanaU 
under  these  agitaiiona  of  the  public  mind,  and  the  true  policy  of  the  state  of 
New  York  in  relation  thereto,  it  was  said, — "We  therefore  consider  the  pro- 
•*  poaed  dimensions  of  seventy  feet  by  seven  feet  for  the  enlargement  of  the 
•vErie  Caaal,  to  have  been  very  deliberately  investigated,  debated,  concluded; 


fT 


i 


I 


♦♦  upon,  and  sinco  concurred  in,  for  more  timn  three  years,  as  beinjOf  now  a  ques- 
»» lion  dc'tiiiilf'Iy  Bt'ttlod,  aa  it  wero  by  a  general  convention,  and  aa  fornf)ing  a 
»•'  lUntm  di.'cision  thiUno  trivial,  transioui  or  temporary  cause  ought  to  disturb 
••  or  unsettle  : — And  wo  most  sincerely  dtiprecatc  any  euggeetioii  being  now 
•'  made  to  iiltt.'r  and  reduce  those  dimensions,  as  opening  u  door  to  let  in  a  vas- 
*»  cilUiting  course  of  legislation  on  our  system  of  internal  improvements,  which 
•'may  tiiruati'ii  to  overthrow  the  whole  system." 

These  preliminaries  present  the  subjocl  for  consideration,  and  which  I  will 
attempt  to  discuss  under  the  three  following  heads,  viz  : — 

1st.  What  arc  the  superior  natural  advantages  which  the  slate  of  New  York 
possesses  for  a  Canal  to  connect  the  navigation  of  the  upper  Lalics  with  the 
Atlantic  ! 

2.  What  are  the  benefits  already  derived  to  the  state  of  New  York,  (and  the 
Western  country)  from  the  present  Canal,  during  the  short  period  of  thirteen 
years  since  its  completion? 

3d,  What  have  been  the  former  conclusions  on  the  subject  of  the  enlarge- 
ment of  the  I'hie  Canal,  under  the  various  discussions  had  in  the  official  re- 
ports made  to  the  Legislature,  during  the  four  years  past  1 

The  first  head  loads  us  to  investigate  the  geographical  and  the  topographical 
outline  of  the  continent  of  North  America,  as  having  some  peculiar  features 
belonging  to  itself;  in  its  possessing  two  ranges,  or  chains  of  mountamsi  for 
tlie  support  of  its  enlarged  width,  as  well  as  of  its  extended  length. 

The  lirst  range  commences  at  Cape  Horn,  and  extends  north  eleven  thou- 
sand  rniles  to  tiie  Frozen  Ocean,  and  forms  the  back-bone  of  both  the  North 
and  South  Continents, — called  the  Andes  of  the  South,  the  Cordilleras  of 
jMexico,  and  the  Rocky  Mountains  of  the  north,  with  a  general  course  through 
the  north  continent  of  N.  10  degrees  W.,  being  nearly  parallel  to  the  \vestern 
coast,  and  from  five  hundred  to  seven  hundred  miles  inland. 

The  other  and  eastern  range  is  called  the  Appalachian  chain  of  mountains, 
and  may  be  termed  the  breast-bone  of  the  north  continent,  taking  its  rise  out  of 
the  plains  or  table  Isnds  of  Georgia  and  Alabama,  in  iat.  33  degrees  N.  and 
long.  0  deorees  W.  from  Washington,  and  running  two  thousand  miles  on  a 
co'.irse  N.  33  degrees  K.,  nearly  parallel  to  the  Atlantic  coast,  and  from  one 
liundrcd  to  three  hundred  miles  inland, — passing  through  Pennsylvania  in  sev- 
en  parallel  and  contiguous  ridges,  us  the  Alleghany  mountains  ;  thence  spread- 
ing, branching,  breaking  and  i)assing  through  New  York,  as  the  Highlands, 
Fishkill,  Blue  Ridge  and  Cattskill  mountains  ;  thence  gathering  more  com- 
pactly and  passing  through  Vermont,  as  tlie  Green  Mountains  ;  through  New 
Hampshire^  as  the  White  Mountains  ;  and  forming  the  Boundary  Line  be- 
tween the  state  of  Maine  and  Lower  Canada,  runs  out  and  terminates  under 
48  degrees  N.  Iat.,  near  the  souther.i  shore  of  the  Gulf  of  St.  Lawrence. 

The  extent  of  territory  lying  between  these  two  chains  of  mountains  is 
about  one  thousand  miles  in  width  at  the  south  end,  on  the  33"  N.  Iat.,  lying 
between  the  6  o  and  the  26  "  of  W.  long,  and  about  1.500  miles  wide  on  the 
42  o  N.  Iat. — lying  between  the  2o  and  the  30  o  W.  long,  and  extends  north 
&  south  from  the  30  o  to  the  50  »  of  N.  Iat.,  equal  to  1400  miles, — and  forms  an 
area  of  about  1200  by  1400  miles  square,  and  containing  l,.500,0o0  square 
miles  ; — a  territory  as  large  as  the  western  half  of  Europe,  [as  large  as  ail 
Europe,  excepting  Russia  and  Turkey,]  with  its  twenty  kingdoms,  numerous 
priucipaiities,  and  150  millions  of  population ;— a  territory  thirty  times  as  large 


IV  a  ques- 
brming  a 
:o  (listurlj 
eing  now 
in  a  vas- 
ts, which 

ich  1  will 

lew  York 
with  the 

,  (and  the 
f  thirteen 

(  enlargc- 
>fficial  re- 

(graphical 
r  features 
itamsi  for 

ven  Ihou- 
;he  North 
hlleras  of 
e  through 
2  western 


lountains, 
•ise  out  of 
38  N.  and 
ilea  on  a 
from  one 
lia  in  sev- 
;e  spread- 
ighlands, 
lore  com- 
ugh  New 
Line  be- 
tes under 
;nce. 
iintains  is 

at.,  lying 
le  on  the 
nds  north 
forms  an 
X)  square 
.rge  as  ail 
numerous 
s  as  large 


as  that  of  the  state  of  New  York,  and  with  the  same  ratio  of  population,  would 
contain  seventy  millions  of  people. 

This  vast  valley,  lying  botween  Mie  confines  of  these  two  mountains,  occa- 
sionally callerf  the  valley  of  the  Mississippi,  and  the  valley  of  tho  Lakes,  accu- 
mulate large  bodies  of  waters  mto  lakes  and  rivers,  which  atTord  an  extensive 
range  of  interior  fresh  watur  navigation,  hut  has  only  (wo  outlets  to  the  ocean- 
ic or  tide-water  navigation,  viz.,  tlie  St.  Lawrence  and  the  Mississippi,  whicli 
are  four  thousand  miles  apart  by  their  inland  iinu  of  communication,  and  about 
the  same  distance  by  the  traverse  of  the  Atlantic  coast. 

The  head  waters  of  both  these  outlets  take  their  rise  on  the  summit  tuble 
land  in  the  northwest  corner  of  the  valley,  under  the  49th  do(,'roo  N.  lat.  and 
18  degrees  VV.  Ion. — the  one  in  the  Lake  of  the  Woods,  and  the  other  in  its 
vicinity — and  thence  extending  from  their  sources,  like  a  broad  spread  fan, 
castwardly  two  thousand  miles,  and  southwardly  three  thousand  miles,  to  their 
respective  estuaries. 

The  eastern  outlet,  through  the  St.  Lawrence,  takes  its  source  in  the  Lake 
of  the  Woods,  and  gathers  its  waters  into  a  chain  of  five  largo  Lakes,  which, 
with  a  succession  of  outlets,  in  passing  troin  the  upper  to  the  lower  lakes,  forma 
the  largest  body  of  inland  Mediterranean  Seas  on  the  globe,  nflbrding  n  naviga- 
ble coast  of  five  thousand  miles,  (9000  of  which  lie  in  tlie  United  Slates,)  and 
containing  an  area  of  one  hundred  thousand  square  miles  of  water — their 
channel  lying  in  a  line  nearly  southeast  for  one  thousand  miles  to  the  head  of 
Lake  Erie — ^thence  turning  and  running  northeast  one  thousand  mileH  to  the 
ocean,  passing  over  the  Falls  of  Niagara,  through  Lake  Ontario,  down  the  St. 
Lawrence,  with  a  rough,  rapid,  and  heavy  navigation,  to  the  tide-waters  at 
Montreal ;  thence,  with  tide-water,  one  hundred  and  eighty  miles,  to  Ciuebec  ; 
and  thence  four  hundred  and  fifty  miles,  down  the  river,  widening  into  a  strait, 
where  it  disembogues,  with  a  broad  estuary,  into  the  Gulf  of  St.  Lawrence, 
\inder  the  50  degree  of  N.  lat.,  with  a  frozen  and  tempestuous  navigation,  ice- 
bound nearly  seven  months  in  the  year; — as  remote  from  the  West  Indies  as  it 
is  from  Europe, — and  from  the  commercial  part  of  the  Atlantic  coast,  as  is  that 
of  the  Mississippi,  and  equally  dangerous  and  difticult  in  its  navigation. 

The  southern  outlet  gathers  its  waters  from  the  utmost  verge  of  the  valley  ; 
from  the  east,  the  west,and  the  noub,  and  forms  the  mighty  Mississippi.of  three 
thousand  six  hundred  miles  in  length,  called  the  Father  uf  Rivers,  which,  with 
its  numerous  and  extended  branches,  spreading  like  a  majestic  oak,  drains  two- 
thirds  of  the  valley,  and  empties  its  waters  into  the  Gulf  of  Mexico. 

The  Mouths  of  the  Mississippi  consist  of  several  narrow  channels,  without 
safe  and  convenient  harbors  for  the  accommodation  of  its  shipping  ;  with  its 
mart  one  hundred  and  five  miles  up  the  river,  under  the  30th  degree  N.  lat., 
almost  within  the  torrid  zone,  subject  to  the  fevers  of  a  tropical  climate,  with 
a  sultry  sun  that  shortly  injures  and  perishes  mostly  all  articles  of  merchan- 
dize, as  well  the  finer  fabrics  of  European  manufacture,  as  of  Ihe  coarser  ma- 
terials of  agricultural  and  home  productions ;  whose  winter  business  is  also 
interrupted  by  frosts  on  the  upper  waters;  and  her  mid-summer  business,  by 
her  desolating  epidemics. 

New  Orleans  is  indeed  comraodiously  situated  for  trade  with  the  West  In- 
dies, yet  producing  some  of  their  staple  articles,  viz.,  cotton,  sugar,  molasses, 
&c.,  in  competition  with  them ;  but  being  placed  at  double  distance  from  the 
commercial  nations  of  Europe,  with  tho  diOicuIl  and  dangerous  navigation, 


I.  ■ 


1 


M 


■I 
hi 


through  the  Caribbean  sens  and  Bahamachannels,  she  cannot  become  the  nt«m 
inarkut  tbr  the  supply  of  hor  up-thu-river  country  with  European  merchandize 
— not  more  so  llian  Qtiebci^  tbr  the  supply  of  her  back  territories  with  West 
India  jrouds.  And  the  romo>&  distance  of  four  thousand  miles  between  Que^ 
bee  and  New  Orleans,  with  t<.  circuitous  und  dangerous  coast  navigation,  im> 
pedes  and  prccludoy  a  reciprocal  cotnniercial  intercourse  between  them. 

VVIiilo  the  wiitfTH  of  the  Mississippi)  with  its  numerous  and  long  eAtended 
branches,  mostly  How  in  a  smooth  and  placid,  but  a  stern  and  rugged  stream, 
affording  a  cliunnci  for  an  almost  uninterrupted  natural  boat  navigation  of  from 
twenty  thousand  to  thirty  thousand  miles,  in  all  their  varied  extent,  with  only 
few  impcdiinents  from  rapids  and  cataracts,  but  with  a  strong  descending  antl 
forever  ebbing  current,  which  was  a  very  formidable  difficulty  to  overcome,  un> 
til  the  invention  and  introduction  of  steamboats'-  and  while  the  navigation  of 
thu  Upper  Lakes  was  impeded  with  the  insuperable  barrier  of  the  Niagara 
Fall?,  the  dangerous  rapids  of  the  St.  Lawrence,  with  the  tempestuous  sea,  and 
iron-bound  coast  of  its  Gulf. 

With  these  iniiny  and  formidable  impediments  to  the  foreign  trade  and  com. 
mer(?c  through  the  two  natural  outlets  of  the  vast  plains  and  prairies  lyirtg  be- 
2/07i(/</{e  JV/»u7i^{(;is,  although  inheriting  the  luxuriant  soil  and  genial  climate 
of  Egypt,  Greece  nnd  Palestine,  yet  they  were  sonsidered  by  our  ancestors  as 
being  almost  valueless  for  (he  want  of  anoore  direct,  navigable  channel  of  in- 
tercourse with  the  Atlantic;  and  our  Pilgrim  Fathers,  and  their  immediate 
descendants,  merely  settled  the  narrow  belt  of  land  lying  along  the  Atlantic 
shores,  in  front  of  the  Apalachian  mountains :  nor  did  they  make  any  attempt 
for  a  settlement  beyond  them,  until  after  the  American  revolution. 

Even  at  that  later  period,  fSpain  owned  Louisiana,  and  England  the  Cana- 
das,  and  both  these  outlets  being  in  the  possession  of  those  two  foreign  na- 
tions, afforded  but  a  faint  promise  of  their  future  value  to  the  tlien  infant  empire 
of  the  United  States. 

But  in  twenty  years  the  new  States  of  KeUiUcky,  Ohio,  and  Tennessee, 
came  to  their  maturity  for  admission  into  the  Union,  when  the  free  navigation 
of  tho  Mississippi  was  found  worthy>of  a  consideration,  and  the  United  States, 
therefore,  made  a  purchase  of  Louisiana  from  France,  as  the  grantee  of  Spain, 
in  1804,  to  obtain  a  free  navigation  for  its  upper  waters  with  the  Atlantic  ; 
and  even  this  purchase  was  considered-by  many  at  the  time,  as  of  dubious  and 
mis-judged  policy. 

England  being  more  tenacious  of  her  colonies,  than  either  France  or  Spain, 
no  purchase  of  the  Canadas  was  ever  contemplated  ;  but  in  the  course  of  an> 
other  twenty  years,  the  commerce  of  the  Lakes  had  grown  into  value,  so  as  to 
induce  the  President,  Monroe,  in  bis  message  to  Congress  of  December,  1823, 
lo  propound  tho  idea  of  a  treaty  with  England  for  the  tree  navigation  of  the 
St.  Lawrence  from  its  source  to  its  nouth.  But  the  Erie  Canal  was  then  in 
progress  and  completed  in  October,  1825,  and  no  proceedings  have  since  been 
instituted  to  obtain  the  privilege  ot  that  navigation,  other  than  what  the  com- 
mercial  interests  of  Great  Britain  and  her  colonies  have  voluntarily  oonceded. 

In  the  projection  and  completion  of  the  Erie  Canal,  the  saying  that  the  gei>- 
ixis  and  enterprise  of  the  American  People  are  commensurate  with  the  eii^n- 
cies  of  their  necessities,  has  been  fully  realized  and  amplified. 

Tub  Erie  Canal  forma  a  new  outlet— 4n  artificial  channel  of  navigation — 

the  HfiLIiGSPQNT  BKTWJEEN  TRB  UPPBR  LaKKS  AND  THE  ATLANTIC— -devel- 


o\iirfQ  eome  peculi«r  and  remarkable  features  in  its  dclinoalion,  and  command- 
ing a  superior  location  for  its  mart  and  depot — market  and  warehouao. 

'  Its  peculiar  feotiiro  conaists  in  taking  the  advantage  of  tl»o  elevation  of  tlic 
Waters  of  Lake  Erie  above  the  level  of  the  tide-wotera  of  the  Ocean,  by  tap- 
pmg  the  lake  at  its  throat  for  a  feeder,  and  drawing  its  waters  into  the  Erio 
Canal,  as  the  channel  of  a  now  and  artificial  river,  and  passing  them  through 
iTonawanda  Creek  twelve  miles  ;  thenco  through  a  channel  carved  out  of  tlwj 
rock-bound  rim  of  the  great  basin  of  Lake  Erie,  by  an  excavation  to  the  depth 
of  twenty.five  feet  at  Lockport;  thence  letting  down  the  waters  of  the  canal, 
by  a  set  of  10  combined  locks,  60  feet,  on  the  middle  terrace  of  the  Queens- 
ton  mountain  ;  thence  atong  its  slope tp  the  east,  with  a  very  gentle  declivity, 
extending  into  Monroe  county,  until  it  terminates  at  Brighton  village,  four 
ihiles  cast  of  Rochester,  forming  the  second  longest  line  of  level  canal,  being 
sixty-five  miles  in  length,  where  the  waters  are  again  let  down  by  four  locks 
into  the  Irondequoit  valley,which  has  the  peculiar  topographical  feature  of  sev. 
eringthe  Queenston  from  the  Alleghany  mountains  ;  and  aflcr  being  made  to 
traverse  the  valley  in  a  meandering  courbo  fbr  eight  miles,  and  to  pass  the  Iron- 
dequoit creek  over  an  embankment  of  seventy  feet  elevation,  in  order  to 
maintain  the  level  of  the  canal ;  crossing  the  valley  at  Bushnell's  basin,  and 
being  led  along  its  eastern  verge  fonr  miles  northvv^ardly  to  Fairport ;  thenco 
it  is  turned  to  the  cast  and  parsed  through  Perrinton  swamp,  a  distance  of  six 
miles ;  this  swamp  lies  at  the  foot  of  the  most  northwestern  termination  of  the 
western  ridge  of  the  Alleghanies  as  they  pass  through  Pennsylvonia,  and  which 
thence  diverge  from  the  eastern  ridges,  turn  more  to  the  north  than  their  gen- 
eral course — shoot  across  western  New  York,  in  broken  spurs  and  ledges 
gradually  declinin^f  into  terraces  of  rolling  upland,  and  becfome  extinct  as  they 
approachthemargin  of  the  northern  waters;-which  makes  of  Perrinton  swamp 
the  celebrated  point  where  the  line  of  the  Erie  Canal  circumnavigates  the  Alle- 
ghany mountains  to  the  north  about  in  an  open  canal,  without  the  necessity  of 
tunnelling  the  mountain  at  the  distance  of  one  hundred  and  twelve  miles  from  its 
source  at  the  Ibo^  of  Lake  Erie,  and  seventeen  miles  east  of  Rochester ;  thence 
carrying  on  the  waters  of  Lake  Erie  to  Monte/uma  onc'hundred  and  sixty  miles 
where  it  receives  a  new  supply  for  the  continuance  of  its  line  onward  to  th& 
Hudson,  and  returns  those  Erie  waters  into  Lake  Ontario  by  the  Seneca  River. 

I  will  ii^re  remark,  that  along  this  line  thdre  are  two  pieces  of  work  which 
will  be  lefl  to  be  accomplished  by  posterity,  fot  a  more  effectual  and  complete 
improvement  of  t1ie  Erie  Canal ;  the  one,  is  to  tiin  a  direct  line  from  Brightori 
village  across  the  Irondequoit  valley,  on  a  high  efmbankment,  to  Fairport,  and 
reducing  tiie  distance  from  thirteen,  to  six  miles ;  the  other  is  to  carry  on  the 
present  level  of  the  canal  from  Newark,  across  the  head  of  the  Cayuga  marshes 
over  a  heavy  embankment,  and  thence  to  Syracuse,  on  the  Rome  level,  extend- 
ing' that  longest  level  of  the  canal,  from  sixty-nine,  to  one  hundred  and  thirty 
mues, — superseding  the  use  of  thirteeen  locks,  and  literally  feeding  the  canal 
with  the  waters  of  Lake  Erie,  to  the  Hudson. 

From  Buffalo  to  Albany  by  the  artificial  channel  of  the  canal,  is  throb  hundred 
and  sixty-three  miles,  which  will  be  straightened  and  reduced  a  few  miles  un- 
der the  enlargement — thence  on  the  Hudson  river  to  New  York,  one  hundreii 
and  fbrty-seven  miles,  making  five  hundred  and  ten  miles  from  Buffalo  to  New 
York,  and  from  BuffaJo  to  Montreal  four  hundred  miles.  From  New  York  it  is 
only  twenty  miles  to  the  broad  Atlantic  at  Saiidy  Hook — and  from  Montreal  it 


18  [ISOiind  150  malcc]  six  hundred  and  thirty  miles  to  the  Atlantic  in  the  Gulfi 
of  in.  La\/renco;  and  about  an  equal  voyujfc  t'roui  cither  port,  to  Europe. 

Givinjj  to  the  state  of  New  York  the  eupurior  advantage  fur  constructing  an 
artificial  outlet  from  the  upper  lakes  to  navigato  around  the  northweat(>rn  ex- 
tremities of  the  Alleghany  mountains  in  an  open  canal  of  throe  hundred  and 
sixty-throe  miles  in  length  to  Albony, — and  at  that  place  forming  a  junction 
with  the  tide  waters  of  the  Hudson  River,  being  a  natural  canal  with  the  How  ok' 
tide  water  one  hundred  and  seventy  miles,  from  tho  ocean,  through  a  gorgo 
carved  out  of  the  Highlands  by  nature,  to  form  a  deep  ship  channel  through  thu 
most  eastern  range  of  the  Alleghanics,  /orming  a  prominent  gulf  that  constitutes 
the  military  key  of  the  continent — tho  Giuualtar  of  Amkuica — and  which 
liere  permits  the  ocean  tides  to  pass  its  conHnes  and  ilovv  onward,  thence  one 
iuindrcd  miles  to  Albany,  (he  only  passugu  of  tide-water  known  to  penetrate 
and  pass  the  lino  of  the  Appalachian  chain  of  Mountains. 

With  this  passage  of  a  new  outlet  from  the  upper  lakes,  running  near- 
ly at  right  angles  with  tho  general  lino  of  tho  two  natural  outlets,  and  at  thu 
point  of  tho  nearest  approximation  of  tho  groat  valley,  to  the  Atlontic,  in  part  by 
an  artificiai,and  in  part  by  a  natural  canal  uf  ilve  hundred  and  ten  miles  of  inland 
narrow  water  navigation,6afo  from  all  the  storms,  tompests,and  sea- risks  of  broad 
water,  requiring  no  insurance,  the) ino  boats,  as  common  carriers,  being  our  in- 
surers, we  roach  the  city  of  New  York,  beautifully  located  about  rnidwav  be- 
tween the  Gulfs  of  Mexico  and  tho  St.  Lawrence  ;  under  the  40°,  40.  ^.  lat. 
near  the  northern  line  of  the  temperate  zone,  with  a  mild  and  moderate  climato 
that  favors  the  preservation  of  all  articles  of  merchandize  ;  at  tho  confluence  of 
tho  North  and  East  rivers;  with  a  spacious  inland  bay,  a  brisk  ebb  and  flood 
current  of  tide  waters,  and  good  anchoring  ground,  forming  altogether  the  most, 
safe  and  commodious  harbor  and  road  stead  for  shipping  of  any  size  and  num- 
ber, in  America ;  so  rarely  mterruptcd  by  tides,  frosts  or  freshets,  as  to  be  ia 
good  condition  for  business  nearly  flfty  weeks  in  a  year;  and  so  centrally  loca- 
ted in  the  middle  of  the  Atlantic  shores  of  our  continent,  and  onlv  twenty  milea 
inland  from  the  ocean,  as  to  hold  a  convenient  intercourse  with  all  of  its  extrem- 
ities, and  to  constitute  tho  city  of  New  York,  the  emporium  of  trade  between 
Europe  and  the  two  continents  of  America ;  from  whence  an  European  voyago 
can  be  made  with  greater  facility  than  from  Quebec,  with  nearly  twice  the  m- 
cility  as  from  New  Orleans,  a  West  India  voyage  nearly  equal  with  New  Or- 
leans, and  as  five  in  a  year,  to  two  from  Montreal  or  Quebec. 
With  these  superior  natural  advantoges  lying  within  tho  territory  and  jurisdic- 
tion of  the  State  of  New  Y^ork,  to  be  improved  by  skill  and  science  at  the  cost 
of  her  government,  and  held  in  perpetuity,  to  be  enjoyed  by  her  sover§ignty,  as 
State  properties,  for  State  revenues,and  the  commercial  prosperity  of  her  citizens;  . 
by  the  construction  of  the  THIRD  OUTLET  from  the  upper  valley  of  tho  * 
Mississippi  and  the  lakes,  to  the  Atlantic,she  can  double  the  amount  of  its  trado 
by  the  increase  of  values,  divide  the  business  witli  the  two  natural  outlets,  and 
leave  to  each  a  greater  portion  than  what  would  be  the  amount  of  the  whole* 
were  it  lefl  to  remain  in  a  natural  and  unimproved  condition. 

Under  the  second  head  I  will  endeavor  to  show  the  benefits  alrcadj^  derived  , 
to  the  State  of  New  York  and  the  western  country  from  the  present  minor  sise  , 
of  the  Erie  Canal  of  only  forty  by  four  feet  dimensions,  and  ia  the  short  period 


*\.\  J    k   1- 


»r  thirteen  years ; — furnishing  tnKtcriatq  for  a  rulo  of  calculation  on  the  future 
berofitB  to  bo  (loriviHJ  from  ita  rnlarjfotnont. 

For  the  calculatiotiH  of  its  influences  on  the  growth  of  values  in  the  State  of 
New  York,  wo  liavi!  the  indubitable  data  of  the  Comptroller's  annual  reports  of 
the  anf^regato  amount  of  the  Town  AsscflHmont  KoIIb  in  the  State  ;  (and  all  of 
us  who  have  taken  oor  turns  as  town  officers,  well  know  these  valuations  are 
rarrly  overrated,  and  often  underrated  20  percent.) 

The  asfgrrogato  valuation  of  the  real  and  personal  properties  in  tho  Sate  of 
New  York,  for  tho  year  1815,  was  two  hundred  and  eitflity-ono  millio.is; — in 
1825,  was  two  hundred  and  sixty-thred  millions,  bcin^if  a  decrease  of  eighteen 
millions.  In  October,  1825,  the  Erie  Canal  was  completed  and  opened  tor  nav- 
igation, having  coPt  $7,110,790. 

In  If^Mij,  it  wna  5M0  millions  ; — niid  in  18118  was  027  millions, — being  an  in- 
crease of  ;KM  millions  in  13  years,  equal  to  fitty-ono  times  the  original  cost  of 
the  Erie  canal,  exclusivo  of  tho  Chainplain  Canal. 

For  tho  want  of  duto,  wo  simll  have  to  got  at  an  estimate  of  benefits  of  tho 
Erie  Canal  on  the  woatorn  country,  by  an  approximation.  The  territory  lying 
west  of  New  York,  north  of  the  Ohio  River,  r^ast  of  the  Mississippi,  and  eoutli 
of  the  Upper  Lalcfs,  is  estimated  to  contain  two  hundred  eighty  thousand  square 
miles,  equal  to  170  millions  of  acren. 

Lotus  presume  the  increase  of  values  of  properties  in  this  secj^tion  of  territory 
arc  equal  to  an  average  of  two  dollars  per  acre  ;  making  u  growth  of  358  mill- 
ions, which  added  tn  the  364  millions  in  iNew  York,  would  make  n  gross  in- 
crease of  values  of  722  millions,  equal  to  one  hundred  'iines  tho  cost  of  the  Erie 
Canal,  during  the  firdt  thirteen  years  after  its  completion,  and  now  yielding  one 
and  a  half  millions  of  annual  lolls  ; — and  its  business,  even  in  its  infancy,  out- 
growing its  dimensions. 

But  you  may  object  that  I  have  given  credit  to  the  Erie  Canal  alone,  for  all 
the  growth  and  prosperity  of  the  country. 

Then  please  to  make  as  many  deductions,  for  the  natural  growth  of  tho  popu- 
lation of  the  country,  for  the  steady  accumulation  of  values  by  its  progressivo 
industry,  for  the  Champlain  Canal,  and  for  all  other  ciuises  which  ycu  may 
choose  to  enumerate  ;  and  then,  there  will  be  enough  lefl  to  convince  you  that 
more  than  the  half  of  this  accumulation  of  values,  is  justly  to  be  credited  to  the 
Erie  Canal.  It  is  to  be  remembered  that  the  growth  of  population  and  of  pro- 
ductive labor  were  alike  active  and  progressive,  from  1815  to  1825,  it  being  in 
a  time  of  peace,  as  they  wore  from  1825  to  1835 ;  and  yet  in  the  former  period 
of  ten  years,  their  market  values  depreciated  nearly  ten  per  cent.,  while  in  the 
latter  period  often  years,  they  increased  over  100  per  cent. 

Since  the  completion  of  the  Erie  Canal  in  1S25  ;  since  the  doubtful  question 
on  the //len  devious  and  perverse  policy  of  some  of  the  New  York  politicians 
(and  even  of  the  city  of  New  York,  which  has  derived  nearly  one-halt  of  tho 
growth  of  values  in  the  State)  whether  the  Erie  Canal  should  be  permitted  to 
reacli  Lake  Erie,  and  derive  its  name,  or  to  be  made  to  stop  short  of  it,  at  some 
point  of  inland  termination,  as  at  Montezuma,  Lyons,  Palmyra,  or  Rochester, 
was  finally  settled  by  the  prevalence  of  the  Clintonian  policy,  by  its  completion,, 
in  its  extension  to  fiako  Erie  and  its  termination  at  Buffalo  ;  the  Ohio  and  tho 
Miami  canals  of3i}4.  and  65  miles  ia  lcng:tb,lm8  been  commenced  and  coio^ 
pleted. 


r' 


Mi 


10 

Since  then,  in  later  time  and  under  the  influences  of  the  former,  other  an)a 
«lct^n8ive  improveiiientB  have  been  comn\enced,  of  which  a  late  Chicago  pa- 
per in  publishing  the  report  oflde  Illinois  Canal,  gives  us  a  list  of  the  foliowini^ 
canals,  as  some  of  them  being  already  completed,  and  of  others  that  will  be 
Bnished  in  three  c.*  four  years,  viz  :  "The  iMichigan  and  Erie  Canal,  including 
both  the  branch  to  Michigan  city,  and  to  the  Illinois  State  lins,  198  miles  ;  Wa- 
bash and  Erie  Canal  in  Ohio  and  Indiana/  8^5  miles ;  Central  Canal,  Indiana, 
'  310  miles  ;  Cross-cut  Canal,  Indiana,  43  miles ;  Miami  Canal,  Ohio,  205  miles; 
White  Water  Canal,  Indiana,  (length  of  Richmond  branch  estimated^  90 
milod;  Harrison,  an  the  White  Water' Canal,  (estimated,)  30  miles;  making 
twelve  hundred  and  one  miles.  There  are  also  some  navigable  feeders,  in- 
creasing  the  length  30  or  40  miles.  These  canals  are  intersected  at  various 
points  by  railroads  and  other  improvements,  which  must  increase  their  useful- 
ness and  importance." 

To  this  list  add  the'IIlirtois  Canal  of  101  miles  in  length  from  Chicago  to  its 
junction  with  the  Illinois  river,  making  with  the  Ohio  and  Miami  Canals,  a  to- 
^tal  of  seventeen  hundred  and  thirty  miles  of  canals ;  beside' the  natural  naviga- 
tion ofthe  rtveta  and  lakes  of  a  much  greater  length,  and  also  of  many  miles  ot 
railroads  projected  for  the  facilities  of  commercial  communications  through  this 
section  of  territory. 

It  is  to  be  observed  that  the  Ilhnois  canal  (of  which  three-fourths  of  its  line 
has  been  under  contract  for  a  year  past)  is  of  seventy  feet'by  seven  and  an  half 
feet  dimensions,  and  its  locks  110  by  18  feet  within  the  chambers ;  being  six 
inches  deeper,  and  otherwise  ofthe  same  dimensions  as  is  proposed  for  the  en- 
largement ofthe  Erie  Canal. 

The  gross  tonnage  of  American  vessels  in  1818,  was  2,068  tons ;  in  1838  it 
was  36,447  tons,  (viz.  Buffalo  distriiit,  9,615 ;  Presque  Isle,  3,216 ;  Cuyahoga, 
9,495;  Sandusky,  1,467 ;  Miami,  2,807;  Detroit,  8,657,  and  Mackinaw  1,196 
tone,)  being  an  increase  of  neatly  seventeen  times'  the  2,068  tons,  in  20  years. 

The  influx  of  population,  the  rise  and  sale  of  lands,  the  extravagant  specula- 
tions which  have  been  made  in'the  Government  lands  within  this  section  of 
territory,  since  1825,  fully  denonstrate  that' the  influences  which  the  Erie  Ca- 
nal has  had  upon  it,  are  equal  to  the  ctil delations  herein  given. 

Theamountof  tonnage  of  canal  boats,  passing  and  re^passing  Utica  for  a 
year,  are  estimated  greater  than  that  bf  foreign  shipping  entering  and  clear- 
ing the  port  of  New  York. 

In  order  to  illustrate  the //tir(/^ea(/ of  my  argument,  and  to  show  you  what 

'  considerations  have  been  given  to  the  subject  by  your  predecessorb  in  oflice,  1 

could  quote  a  volume  of  extracts  from  the  public  documents ;  but  for  the  sake 

of  brevity,  I  shall  do  but  little  more  than  to  r^lbr  you  to  them  for  perusal  at  your 

leisure. 

There  are  twdve  public  documents  which  relate  in  part  or  all  to  the  en- 
largement ofthe  Erie  Oaniil,  under  the  law  of  11th  May,  1835,  which  author- 
izes its  enlargement.  The  first  and  leading  one,  is  the  report  of  the  Canal 
Board  to  the  Legislature  on  26th  Jan.  1636,  No.  98  consisting  of  14  pages, 
and  detailing  the  proceedings  ofthe  Canal  Board  on  30th  June,  and  20th  Oct. 
1835 ;  and  also  of  the  Board  of  Canal  Commissioners  ofthe  6tb  and  17th  July  ; 
aeeompanied  by  seven  other  documents  marked  A.  B.  C.  D.  E.  F.  and  G.  con- 
■flisting  of  290  pages  collectively,  and  containing  the  surveys  and  estimates  of 
iihe^ooat  ofthe  enlargement,  made  by  the  four  State  En|fineerg,  Meesrs.  Jervis, 


■#; 


u 

II 
'Roberts,  Mills,  and  Hutcbinson,  who  collectively  had  surveyed  from  July  to 
October,  the  whole  line  of  the  canal  from  Buffalo  to  Albany,  for  the  basis  of  the 
proceedings  of  the  Canal  Board  at  their  adjourned  meeting  held  on  20th  Octo> 
ber,  when  they  determined  on  the  enlarged  dimensions  of  the  Erie  Canal  "  to 
be  seven  feet  depth  of  water,  and  seventy  feet  width  of  surface,  and  locks  110 
feet  long  and  18  feet  width  of  chamber;  reconsidering  the  decision  made  on  3d 
July,  tor  the  enlargement  to  be  sixty  feet  by  six  feet  dimensions." 

The  9th  document  is  a  part  of  the  annual  report  of  the  Canal  Commissioners 
of  20th  January,  1838,  No.  61,  of  48  pages,  with  reference  to  pages  22, 23,  24, 
and  25.  The  10th  is  the  report  to  ihe  House  on  Internal  Improvements,  rela- 
tive to  the  enlargement  of  the  Erie  Canal,  of  the  13th  March,  1838,  No.  245, 
of  7  pages.  The  11th  is  a  part  of  the  annual  report  of  the  Canal  Commissioners 
of  22d  January^  1839,  No.  86,  of  47  pages,  with  reference  from  the  6th  to  the 
24th  pages.  And  the  12th  is  n  special  report  from  the  same,  to  the  House  of 
Asssembly  of  30th  March,  1839,  No.  339,  of  21  pages. 

I  will  add  the  13th  document,  being  the  Report  of  the  Cftnal  Board  on  the 
Oswego  and  Utica  Ship  Canal  of  iiiOth  March,  1835,  accompanied  by  the  Re- 
port of  the  Engineers,  Messrs.  Jervis,  Hutchinson  and  Mills,  end  marked  as 
Assembly  Document,  No.  334. 

In  this  mass  of  upwards  of  400  pages  of  documentary  matter,  the  enlarge- 
ment of  the  Erie  Canal  is  discussed  in  all  its  relations,  and  oa  which  our  Com- 
missioners and  Engineers  had  bestowed  their  best  skill  as  scientific  American 
artists.  But  that  part  which  more  immediately  relates  to  the  specific  dimen- 
sions of  the  enlarged  canal,  and  which  is  the  direct  pomt  ot  our  present  subject 
of  consideration,  will  be  found  in  almost  every  page  of  the  first  document ;  also 
in  pages  15,  58, 119, 120, 190, 191, 196, 197,  200, 201, 202,  281  and  282  of  the 
continuous  pagings-of  the  seven  documents  of  the  Engineers  Reports;  and  in 
the  5tb,6lh  and  7th  pages  of  the  12th  document,  from  which  I  make  the  tew 
following  extracts,  and  leave  the  remainder  for  your  perusal; — 

In  Document  A,  page  15,  Mr.  Jervis  says-—"  The  present  canal  is  adapted  to 
a  boat  of  31  tons  ;  the  six  feet  canal  to  a  boat  of71  tons,  and  the  seven  feet 
canal  to  a  boat  of  103  tons." 

In  Document  B,  page  119,  Mr.  Roberts  say«,  "  that  if  the  water  line  or  width 
of  the  canal  is  seventy  feet,  and  if  this  is  four  and  an  half  times  the  width  ot 
the  boat  (which  inthatcase  will  be  15  1-2  feet,)  such  width  of  boat  will  pass 
through  ihe  carnal  as  through  an  indefinite  expanse  of  ualer. 

"  It  is  admitted  that  the  length  of  a  boat  may,  with  economy  in  transportation, 
be  eight  times  its-width— but  suppose  it  to  be  seven  times — lo  1-2  by  7  is  108 
1-2  feet,  or  varying  from  100  to  108 — the  length  of  the  locks  might  be  115  or 
120.;  such  a  boat,  when  full  loaded,  might  carry  a  freight  of  140  tons." 

In  Document  D,  page  197,  Mr.  Hutchinson  says:  "the  Erie  Canal  is  forty 
feet  wide  on  the^surfkce  and  four  feet  deep,  and  the  locks  are  ninety  feet  long 
by.  fifteen  wide  in  the  chamber.  The  width  of  these  locks  are  disproportioned 
to'thedunensions  of  the  canal,  and  in  the  improvements,  the  canal  and  locks 
should  be  constructed  to  pass  boats  best  adapted  to  economy  in  transportation. 
Experiments  have  been  made  by  the  Chevalier  Du  Buat,  by  which  it  was 
shown  thi^t  the  canal  should  be  four  and  an  half  times  the  breadth  of  the  boat, 
and  with  the  ratio  of  the  transverse  section  of  the  canal,  as  compared  with  the 
boat  of  6  <^^t6-I00  to  1,  the  resistance  of  the  boat,  with  a  moderate  velocity,  would 
be, the  same;,  as  on  an  indefinite  extent  of  water  " 


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12 

In  page  200 — "Boats  of  120  tons,  as  has  been  shown,  are  nearly  a  quarter 
larger  than  the  average  of  vessels  on  Lakes  Erie  and  Ontario,  and  correspond 
well  in  size  with  the  usual  coasting  tonnage  on  the  Hudson  river;  and  if  these 
dimensions  are  sufRcien'.'y  large  for  the  prospective  business,  then  a  canal  of 
sixty  five  feet  wide  and  b  1-2  feet  deep,  will  require  locks  one  hundred  five 
feet  long  and  fifteen  feet  wide,  to  be  best  adapted  to  economy  in  transportation." 

In  Document  E,  pnsro  281,  Messrs.  Jervis  and  Mills  say — »•  In  a  canal  six 
feet  deep  and  sixty  feet  wide,  a  boat  may  be  navigated  with  100  tons  burthen ; 
but  in  our  opinion,  such  a  canal  will  not  afford  cheap  and  convenient  naviga- 
tion for  boats  of  more  than  70  to  80  tons,  and  will  fail  to  accommodate  that 
class  of  boats  that  may  be  most  conveniently  navigated  on  the  Hudson.  The 
same  ratio  would  give  for  a  canol  of  7  feet  by  70,  a  boat  that  would  afford  con- 
venient and  cheap  navigation  for  100  to  110  tons  ;  and  for  u  canal  8  feet  deep 
and  80  feet  wide,  a  cheap  and  convenient  navigation  for  boats  of  130  to  150 
tons."  In  page  283 — "  V\  e  are  of  opinion  that  the  8  feet  canal,  as  before  de- 
fined, is  the  most  suitable  to  be  adopted  in  the  enlargement  of  the  Erie  Canal." 

In  theso^  investigations  of  our  public  officers  they  endeavored  to  study  into 
the  science  of  canal  navigation  by  traction,  in  order  to  ascertain  as  near  as  pos- 
sible, "what  amount  of  cargo  approaches  nearest  the  maximum  that  can  bo 
transported  on  a  canal  with  the  greatest  economy,"  which  they  found  "  expe- 
rience had  no  where  pointed  out  with  certainty" — and  although  the  engineers 
differed  among  themselves  on  some  minor  points,  yet  they  have  very  nearly 
agreed  in  the  general  principles  laid  down — that  a  column  of  water  requires  to 
be  4  1-2  times  as  wide  as  the  boat,  for  her  to  pass  through  it,  as  through  an  in- 
definite expense,  or  a  broad  sheet  of  water — that  is  to  say,  a  boat  passing  through 
the  water,  makes  a  wake  equal  to  4  1-2  times  her  own  width  :— > 

That  when  the  width  of  the  boat  is  of  a  greater  proportion  to  the  width  of 
the  canal — then  her  wahe  strikes  the  banks  of  the  canal,  washes  and  wears 
thetn,  and  produces  a  resistance  to  her  own  speed  something  like  dead-water, 
which  wastes  a  part  of  the  power  of  traction. 

That  on  this  principle,  the  present  width  of  the  Erie  Canal,  being  forty  feet, 
would  require  our  canal  boats  to  be  reduced  from  13  to  9^  feet  width  for  the  bet- 
ter economy  of  drafl,  and  in  order  that  they  might  pass  through  as  in  a  broad 
expanse,  i.  e.  to  make  no  wake  against  the  banks  of  the'canals. 

That  our  canal  boats  have  hitherto  been  taxed  on  our  canals  subject  to  this 
waste  and  loss  of  power  and  strength,  although  they  have  brought  in  eighteen 
millions  of  tolls  since  the  completion  of  the  canals. 

That  a  boat  of  15  feet  is  considered  an  economical  width  for  conveying 
freight — but  that  width  is  disproportioned  to  the  present  width  of  the  canal  and 
loses  economy  of  traction.  That  th«  length  of  a  boat  may  bo  7  or  8  times  her 
width  for  the  economy  of  freight. 

That  no  specific  depth  for  a  boat  has  yet  been  ascertained  and  given.         "^ 

That  for  an  increased  economy  in  transportation,  these  relative  proportions 
should  be  consulted  in  the  enlargement  of  the  Erie  canal,  as  being  some  of  its 
essential  improvementA. 

That  in  consulting  the  relations  of  trade,  of  the  transhipment  of  cargoes  from 
other  vessels,  and  of  traction  on  the  tow-path  of  the  canal,  a  boat  of  100  tons 
burthen  is  considered  to  be  the  most  su'^able  size. 

That  a  boat  of  100  feet  keel,  16  feet  beam,  and  6  feet  in  the  hold  (below  her 
everdeck)  gives  9600  cubic  feet  of  hold^  which  divided  by  95  cubic  feet,  the 


i 


' 


IB 


carpenter's  rule  of  tonnage,  gives  101  tons  of  carpenter's  measure  [and  with  a 
seven  feet  hold  could  be  made  to  carry  1000  barrels  of  flour.] 

That  these  views  of  the  subject  demonstrated  to  the  Canal  Board,  at  their 
adjourned  meeting  on  20th  October,  1835,  the  dimensions  of  seventy  feet  wide 
anu  seven  feet  deep,  with  locks  110  feet  long  by  18  feet  wide,  as  more  suitable 
for  the  enlargement  of  the  Erie  canal,  and  led  them  to  reconsider  their  former 
resolution  of  tiie  3d  July  for  GO  by  6  feet  dimensions;  and  that  these  were 
probably  the  views  and  conclusions  of  our  public  functionaries,  whose  office  and 
profesbion  it  is  to  stuily  the  principles  of  artiflcial  navigation,  and  to  grow  it  up 
into  science,  for  the  advice  and  information  of  our  legislative  authorities.  And 
these  views  have  been  accepted,  approved,  and  adopted  by  the  Legislature  of 
1836, 1837, 1838,  and  until  a  mania — a  madness  of  purpose  seemed  to  have 
possessed  your  immediate  predecessors.       •/    ,,  '  . 

These  investigations  afford  the  following  synopsis  of  the  subject  :— 

That  there  is  a  large  and  fertile  valley  lying  between  these  two  great  chains 
of  the  east  and  west  mountains  of  our  North  American  continent,  which  in  the 
visions  of  the  future  will  one  day  abound  with  myriads  of  people  and  millions 
of  wealth,  enjoying  an  extensive  inland  domestic  trade  and  a  lucrative  com- 
merce with  its  several  outlets  to  the  Atlantic  ocean  ;  presentuig  subjects  of 
great  national  interest  which  we  have  hitherto  only  superficially  considered, 
known  and  understood,  but  which  is  Vvoll  deserving  a  more  thorough  investiga- 
tion by  our  merchants  and  statesmen  ;  and  although  it  is  now  lying  among  the 
hack  forests  of  our  territory,  yet  it  will  ultimately  become  the  middle  portion  of 
the  American  Empire  ;  and  that  probably  in  fifty  years  the  Capitol  of  the 
United  States  may  be  moved  from  its  present  site  on  the  tide  waters  of  the 
Atlantic,  and  carried  over  the  mountain  to  seek  a  new  location  on  the  verge  of 
the  Valley — at  Pittsburg,  Portsmouth,  Cincmnati,  or  Louisville. 

That  the  State  of  New  York  holds  the  Key  to  the  third—the  middle—the 
artiticial  outlet  for  the  channels  of  foreign  trade  and  commerce  with  this  vast 
interior  valley ;  and  the  irregular  boundary  lines  of  her  territory  covers  the  whole 
ground  for  both  the  routes  leading  from  Lakes  Erie  and  Champlain  to  the  middle 
Atlantic*  and  secures  to  her  the  sole  property  and  jurisdiction  of  them,  as  her 
own. 

That  there  is  no  other  place  or  passage  along  the  whole  line  of  the  Alleghany 
mountain,  where  those  vast  bodies  of  inland  waters  can  be  tapped  and  drawn 
through  an  artificial  channel  into  the  Atlantic — except  that  the  Mississippi 
river  can  be  taken  out  below  the  Chickasaw  Bluffs  and  led  in  a  southeastern  di- 
rection along  the  declivity  of  the  land  across  the  country  and  let  down  into  the 
Atlantic  at  a  suitable  harbor  between  the  St.  Mary's  and  the  Savannah  rivers  ; 
and  thus  to  navigate  around  the  southern  extremity  of  the  Appalachian  moun- 
tains, as  New  York  navigates  around  their  northwestern  extremity.  This  route 
was  suggested  by  Mr.  Albert  Gallatin  in  his  report  on  canals  in  April  1809 — 
and  while  it  is  an  improvement  of  obvious  utility,  und  one  which  will  ultimately 
be  accomplished  for  the  accommodation  of  the  middle  and  lower  Mississippi 
trade — ^yet  as  its  line  of  route  must  necessarily  pass  through  the  territories  of 
the  state  of  MississippiiAlabama  and  Georgia,it  will  be  slow  and  tardy  in  its  pro- 
gress as  a  Stale  work  conjointly  between  them—- but  which  ought  never  to  be 
done  as  a  national  work. 


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That  all  the  intermediate  places  and  passes  of  the  Alleghany  mountains  wiif 
aitber  have  to  be  surmounted  by  Rliil-roads,  as  in  Pennsylvania,  or  tannelled; . 
as  for  the  Chesapeake  and  Ohio  Canals. 

That  the  Ohio  river  with  its  numerous  and  wide  spread  branches,  from  the 
Alleghany  riveron  the  north,  to  the  CiimbRrland  and  the  Tennessee  rivers  on 
the  south,  cover  and'incldde  all  the  head  springs  and  fountain  waler6  that  issue 
from  the  western  slope  of  the  Alleghany  mountains  extending  along  their  whole 
line  from  Georgia  to  western  N^w  York,  and'hold^  all  the  trans- Alleghany 
communications  with  the  head  waters  of  the  Sasquehannah,  the  Potomac,  James, 
Roanoke,  and  Savannah  rivers — and  whatever  art,  science,  industry,  and  capital 
may,  or  can  d6  for  the  improvement  of  those  intermediate  passes,  to  bring  them 
into  competition  with  •  the  channel  of  trade  leading  down  the  third  or  middle 
outlet  to  the  emporium  of  New  York— and  whatever  efficiency  they  may  bo 
made  to  acquire  during  the  season  of  spring,  freshets,,  affording  competent  sup' 
plies  of  water — yet  they  will  forever  be  subject  to  the  mid-summer  and  autum- 
nal droughts  which  have  already  began  to  impairthe  navigation  of  the  Ohio 
river  at  this  early  period  of  the  settlement  of  its  country,  and  which  must  con->^ 
tinue  progressively  decresent  with  the  progress  of  the  clearings  of  the  surroun- 
ding forests  and  opening  them  to  the  more  immediate  influence  of  the  solar 
rays  for  the  evaporation  of  their  waters  ;  while  the  waters  that  feed  the  Hel- 
lespont of  the  Lakes  will'continue  ample,  and  durable  as  the  Falls  of  Niagara. 

That  although  the  EHe  Canal  is  ice-bound  and  closed  for  five  months  in  the 
year,  yet  during  the  otherseven  ninths  it  is  \n  a  good  and  permanent  condition 
for  business,  with  durable  feeding  waters^-safe  as  land  carriage — not  »wift  and 
fleet  in  its  passage — nor  precarious — but  slow,  steady,  and  of  a  sure  calcula- 
tion, within  twenty-four  hours,  for  a  certainty. 

That  no  single  act — no  public  measure — except  the  Declaration  of  Indepen- 
dence, and  the  formation  of  the  United  States  Constitution,  has  done  so  much 
to  promote  the  public  prosperity  and  produce  a  new  era  in  the  history  of  the 
Gouniry,  as  the  construction  of,  the  Erie  Canal.  It  is  the  father  of  canals  in' 
America  ;  and  of  the  State  system  of  internal  improvennents  which  has  grown 
up  under  its  benign  influences  ;  and  that  its  political  inflAence  and  importance 
to  the  Union,  f6r  the  construction  of  internal  improvements,-  by  State  funds — 
as  Stale  properties— for.  Slate  rsoenues,  on  the  principle  of  State  Kiguts,  is' 
equal  to  its  commercial  values. 

That  the  Public  Domains,  which  were  formerly  State  properties,  and  ced- 
ed  by  several  of  the  Slates,  togethsr  with  a,  larger  and  better  portion  of  their 
revenues,  to  form  a  joint  stoek  property,  and  compose  the  ways  and  means  for 
the  basis  of  a  national' government,  and  which  has  now  grown  into  an  excess 
of  national  revenues,  and  caused  a  diminution  of  Slate  revenues,--/Aerc/orc 
they  ougiU  now  to  be  retumedrlo  the  several  States,  by  A'lvidifig  the  avails  of  the 
sales  thereof,  on  a  federal  ratio,  in  ord^r  to  replenish  the  meagre  revenues  of 
the  States,  jand  enable  them  more  efficiently  to  construct  their  systems  of  in- 
ternal improvements  on  Slate  Rights  principliRs  for  increased  resources  of 
fcstate  revenues^and  to  grow  up  the  values  of  the  soil  and  properties  of  the 
country. 

That  New  York  should  more  emphatically  claim  of  Congress  her  quota  of 
the  avails  of  the  sales  of  public  lands,  to  aid  her  State  funds,  for  the  extension- 
and  perfection  of  her  system  of  internal  improvements,  as  her  requitat  for  hav- 
lagrbeen  the  first  among^ the  old  thirteen  States  which  ceded  her  portion  of  the 


t;    'm 


J 


15 


m' 


pnibtic  ddmains,  together  with  the  lucrative  revenues  of  her  Bfew   York  City 
Custom  House  to  the  national  government. 

That  this  vast  range  of  inland  navigation,  trade,  and  commerce,  to  be  grown 
up  id  the  interior  of  the  United  States  under  the  industry  and  enterprise  of  our 
people,  'svill  beffreatly  enhanced  in  it&  values,  by  the  whole  circle  of  it  being 
fostered  by  the  nws  of  one  general  government,  instead  of  being  embarrassed 
and  vexed  by  the  varied  laws  of  revenue  and  inspection  of  several  different 
conflicting  and  competing  governments,  like  those  in  western  Europe  ;  and ; 
this  uniformity  of  commercial  and.  revenue  regulations,  being  literally  a  free 
trade  intercourse,  will  greatly  promote  the  business,  social  and  political  relations 
of  our  people, .  assirailate  their,  language,  manners,  habits,  and  customs,  and 
cultivate  a  national  character. 

That  canals,  like  rivers,  unite  and  combine  the  reciprocal  interests  of  com-  ■ 
munity.  Bonaparte's  maxim  was  thai  rivers  unite — mountains  divide :  but  the 
extension  of  internal  improvements  in  the  United  States  will  eventually  subdue 
the  dividing  influences  of  the  American  mountains,  and  the  Brie  canal,  as  open-* 
ing  a  new  avenue  for  foreign  trade  and  commerce  with  the  interior,  will  serve 
to  cement  the  political,  with  the  commercial  union  of  the  western,  with  th& 
Atlantic  states. 

Entertaining^  these  anticipations  of  the  future  growth  and  greatness  of  our 
country,  it  should  become  the  pride  and  purpose  of  the  citizens  of  New  York  to 
preserve,  retain.  And  improve  these  natural  State  advantages,  as  State  proper- 
ties for  the  growth  of  the  population  and  prosperity  of  her  own  people;  that 
by  the  improvement  of  these  ocal  advantages  of  the  state,  and  with  her  niem-^-. 
bership  in  the  national  confederacy,  she  may  regain^  the  equivalents,  of  her  con-, 
cessicns  from  her.State  properties  and  prerogratives  of  sovereignty,  to  form  a . 
national  government ;  .and  from  the  commanding  positioot  which  she  may  ac- 
quire, and  through,  the  intelligence,  integ;rity  and  magnanimity  of  her  states- 
Hien  and  her  merchants,  she  may  retain  a  predominant  influence  in  our  national 
councils,  conservative  of  thegreat  princip^tis  of  our  National  Confederacy. 

With  these  imperfect  elucitlations,  an«ieven  more  feeble  anticipations  of  the. 
future,  I  leave  the  subject  to  the  wisdom  and  sagacity  of  your  Honorable  Body, . 
under  the  ardent  hope  that  you-  will  long  hesitate  before  you  entertain  any  prop-> 
osition  for  the  reduction  of  the  present  established  dimensions  for  the  enlarge- 
ment of  the  Erie  Canal ;  and  your  petitioner,  as  in  duty  bound,  will  ever  pray. . 
Lockport,  11  January,.  1840.  J.  HAWLEY. 


if!   ! 


-ll 


APPENDIX. 

T         TT  r.      T     ,       »  ^i6«i»,  JVJorcA  28,  1840. 

JjissE  Hawlet^  Esft.  Lockport :  " 

Dear  Sir— la  the  early  part  of  the  session  JV!r.  Sibley  referred  to  me  the  able  roe- 
inorial  drawn  up  by>youon  the  subject- of  the  Enlargement  of  the  Erie'  canal.     He 
requested  that  1  .would  present  the  views  contained  in  the.same,  provided  I  approved -< 
of  them,  and  it  was  thought  advisable  to  make  a  general  report  at  this  session. 

The  feeling  of  hostility   seemed    to  be  so  stronc  and  rathsr  increasing  than  di- . 
minishing,  against  the  Enlargement  in  particular,  that  I  was  urged  to  make  a  report. 

The  views  presented   by   you  seemed  to  me  not  only  .nen,  but  important,  and  !.' 
liAve  given  them  in  substance  stating  they  wer&.yours. 

I  ha.ve  ervlarged  upon  the  various  topics  discussed  and  introduced  a  variety  of  sla^  - 
liatlcal  matter  m  support  of  tlie  Several  arguments. . 


f 


I 

if  i 


\v 


16 

It  was  a  subject  entirely  new  to  me,  but  I  liave  bestowed  much  pains  to  rendct 
it  as  interesting;  (md  useful  to  the  cause  of  internal  improvements  as  my  time  and 
•opjjortunity  would  permit. 

it  has  been  already  and  will  continue  to  be  assailed  for  the  enlarged  and  expand- 
ed views  presented  of  tlie  power  and  resources  of  the  oountry. 

I  have  not  said  one  word  on  the  subject  of  the  public  Lands,  although  I  agree 
•with  you,  that  the  state  have  a  just  claim  for  an  equitable  distribution  of  the  same. 
It  appeared  to  me  that  this  rather  weakened  than  strengthened  the  subject.  We  have 
the  ability  and  power  within  ourselves  to  carry  out  our  system  of  internal  improve- 
ments. A  sua;gestion  therefore  of  a  matter  uncertain  and  contingent  seemed  to  me  as 
though  it  carried  the  idea,  that  wc  felt  inclined  to  size  upon  something  remote  and  un« 
certain  to  loan  on,  because  we  doubted  our  own  strength. 

As  soon  as  the  report  is  printed  it  shall  be  forwarded  to  you  and  I  trust  it  will  meet 
•your  views  of  the  subject.  An  extra  number  of  copies  were  oi-dered  to  be  printed 
and  it  will  have  an  extensive  circulation.  Vour  Respectfully, 

GEORGE  W.  LAY. 


^  Lockport,  ^pril  10,  1840.   ' 

'Georob  W.  Lay  Es(i.,*Chalrmanof  the  Committe  on  canals  in  the  H.  of  Assembly: 

Dear  Sir — I  duly  received  your  friendly  letter  of  the  28th  ult.  saying  that  "early 
in  the  session  my  friend  Derick  Sibley  Esq.  had  handed  you  my  "  petition  to  the  Le- 
*•  gislature  on  the  Enlargement  of  the  Erie  canal.  That  the  views  presented  therein 
"  were  not  oajy  new  but  important,  and  the  subject  entirely  new  to  you;  and  that 
"you  have  given  them  in  substance,  staling  they  were  mine,  in  a  report  which  you 
*•  were  urged  to  make  in  consequence  or'  the  strong  and  rather  increasing  hostility 
**  towards  the  Enlargement.  That  it  has  been  already  and  will  continue  to  be  as« 
*•  sailed  for  the  enlarged  and  expanded  views  presented  of  th«j  powers  and  resources 
"  of  the  country; — as  soon  ac  the  report  is  printed  ;t  shall  be  forwarded  to  you,  and  I 
•'  trust  it  will  meet  with  your  views  on  the  subject." 

I  had  with  much  labor  and  study,  written  that  essay  for  the  ardent  conflict  which 
was  in  action  for  more  than  a  year  past,  to  reduce  the  dimensions  of  the  Enlargement, 
intending  it  for  publication  with  my  name  to  be  announced  as  its  author,  and  1  put  it 
into  the  Ibrm  of  a  petition  with  my  signature  alone,  addressed  to  the  Legislature  for 
greater  eflicacy  thanit  could  obtain  as  an  anonymous  publication  in  a  newspaper. 

1  frankly  acknowledge,  that  considering  myself  as  being  the  projector  of  the  over 
land  route  of  the  Ene  canal,  I  had  some  motives  of  personal  ambition  on  the  occasion  ; 
and  the  friendly  expressions  contained  m  your  letter,  led  me  to  suppose  that  you  had 
•fully  understood  and  appreciated  my  .motives  from  my  friend,  and  that  you  were  dis- 
posed to  give  me  ample  credit  with  the  public  as  a  reward  for  my  labors. 

Having  confidently  formed  these  expectations,  I  confess,  that  on  the  perusal  of 
the  copy  of  the  report  which  you  were  pleased  to  send  me,  I  was  somewhat  disap- 
pointed at  your  disingeneous  treatment  of  my  writings ;  that  instead  of  quoting  from  - 
them  in  their  own  language,  giving  me  fair  and  honest  credit  for  what  I  had  written, 
as  you  have  done  from  Mr.  Clinton  and  others — you  should  have  garbled  the  sen- 
tences, transposed  the  subjects,  and  intermingled  your  own  language  throughout  the 
whole  of  it  so  as  to  give  it  the  appearance  of  originality  to  the  reader,  in  order  toinduce 
him  to  suppose  you  were  the  sole  author  of  it ;  merely  hinting  at  me  in  your  7th 
page,  but  in  a  manner  so  obscure  that  no  person  can  readily  understand  to  whom  you 
referred,  except  those  of  my  personal  friends  who  had  j:  revious  knowledge  of  the  cir- 
cumstances, obviously  made,  as  a  meagre  apology  for  your  unfair  plagiarisms. 

I  sincerely  regret  the  contingencies  of  the  case,  as  it  seems  to  impose  on  me  the 
•necessity  of  publishing  try  Essay,  with  your  letter,  at  my  convenience,  in  order  to  re^ 
{rieve  it  from  its  obscurity  in  your  report. 

I  am  very  Respectfully,  Yours  &c., 

J.  HAWLEY. 


■  ■-•/«.: 


f 


i) 


GOVERNOR  SEWARD'S  RETURN  COMPLIMENT 
FOR  A  COPY  OF  THIS  ESSAY. 


•■  ''■'4.    .  ^^ 


eX  ManH-  you    /oz  youz  'maaniftcen^  ane/  G^zt'oti4        * 
(■7Z  ea^uez  7/cazd.  •  -  . 


f^  » 


